Jet motor



K. WRIGHT JET MOTOR Jul 27, 1954 s Sheets-Sheet 1 Filed NOV. 27, 1950 INVENTOR. KENNETH WRIGHT ATTO NEYS K. WRIGHT JET MOTOR July 27, 1954 3 Sheets-Sheet 2 Filed Nov. 27, 1950 INVENTOR.

KENNETH WRIGHT BY I ATTORN Y5 July 27, 1954 K. WRIGHT JET MOTOR 3 Sheets-Sheet 3 Filed NOV. 27. 1950 66 INVENTOR.

KENNETH WRIGHT By W ATTORNEYS FIG-5.

Patented July 27, 1954 STATES PATE QFFICE 23 Claims. 1

The present invention relates to a motor and more particularly to a jet type motor comprising a plurality of combustion chambers.

It is an object of the present invention to provide a jet motor having a plurality of combustion chambers in which variations of pressure within one chamber are effective to control the operation of another chamber.

It is a further object of the present invention to provide a jet type motor having a plurality of combustion chambers in which the pressure developed within one chamber during combustion of a charge of fuel therein supplies the power for actuating the means for supplying air and fuel to another chamber.

It is a further object of the present invention to provide a jet type motor employing a constantly effective or operative ignition means and for controlling the sequence of charging and igniting the charge in the chamber by timed operation of air inlet means and fuel injector means.

It is a further object of the present invention to provide a pulsating jet type motor.

It is a further object of the present invention to provide a pulsating jet type motor comprising a plurality of combustion chambers and timing means for controlling the several chambers.

It is a further object of the present invention to provide a jet type motor of the type described in the preceding paragraph in which variation of pressure in one chamber is eifectivc to control the charging and ignition of the charge in a second chamber.

It is a further object of the present invention to provide a jet type motor having a combustion chamber, a fuel injector, an air inlet valve, and an air control valve with a single manually operated member eifective to adjust fuel and air sup ly simultaneously.

Other objects and features of the invention will become apparent as the description proceeds, especially when taken in conjunction with the accompanying drawings. wherein:

Figure 1 is a rear elevation of a motor of the character described with parts omitted for clarity.

Figure 2 is a plan view of the motor shown in Figure 1,

Figure 3 is a side elevational view of the motor shown in Figure 1 with parts broken away.

Figure 4 is a fragmentary side elevation, partly in section, on the line 4-4, Figure 1.

Figure 5 is an enlarged section on the line 5-5, Figure 4.

Figure 6 is a section on the line 66, Figure 1.

prises a pair of combustion chambers H] and I2,"

each of which is illustrated comprises an upper. cylindrical portion I 4 and an elongated conical portion I6. At the lower end of the conical portion i6 there is a restricted exhaust 18. The two exhausts 18 are brought together and are continued to constitute a jet pipe 20 including a partition 22 which separates the products of combustion from each of the combustion chambers. As best seen in Figure 4, each of the combustion chambers is provided with a head 24 having a plurality of circumferentially spaced air passages. 28 and a central part 28 including an upwardly extending sleeve 3% having a cylindrical bore 32 therethrough for the reception of a valve stem later to be described. The head 24 is illustrated in Figure 1 as bolted to the upper end of the com-- bustion chamber by a plurality of bolts 34 extending into threaded ears 36 which are proided on the upper end of the combustion chambers. The head 24 is shaped to provide a circular valve seat 38 and associated with the valve seat is a valve 40 including a valve stem 42 extending upwardly through the cylindrical bore 32.

Each of the combustion chambers is provided with ignition means which are constantly or immediately effective to ignite fuel charges as in-. troduced into the chamber. For this purpose a constant glow spark plug such as indicated at 44, may be employed.

Each of the combustion chambers is provided with fuel injection means including an iniection nozzle 46 which preferably is located adjacent the upper end of the chamber and directly opposite to the ignition means 44. As best seen in Figure 4, the fuel injection means comprises a plunger type injector 5!) including a cylinder 53 and a solid vertically movable piston 60. Adjacent the lower end of the cylinder 53 is a fuel inlet 52 and at its lower end is an outlet indicated generally at 64. A fuel conduit 66 extends from the outlet 54 to the injection nozzle 46.

In practice the motor operates at a high rate of speed and consequently it has been found desirable to employ a special type of valve for controlling the fuel inlet to the pump and the fuel outlet from the pump. The valve is illustrated in Figure 5 as comprising a flat lightweight disc 68 which is smooth on one side and which on its opposite side is provided with grooves it}. The valve disc 38, as best seen in Figure 4, operates in a restricted chamber against opposed fiat surfaces provided by the fittings l2 and i l. Thus, on the down stroke of the piston 69 the valve 68 is forced agaainst the flat surface of the fitting H; but a passage for fuel is provided through the grooves Hi to the fuel outlet passage I6 formed in the fitting It. On the other hand, when the piston 60 moves upwardly the valve disc 88 is drawn upwardly against the flat under surface of the fitting I2. Since the upper surface of the disc 68 is smooth and flat it closes the passage 18 provided in the fitting I2. A similar arrangement is provided for the fuel inlet except that the valve disc is of course reversed to permit flow of fuel into the cylinder 58 on the upstroke of the piston 60.

The motor is constructed and arranged such that variations in pressure in one of the combustion chambers controls and operates means for admitting air and fuel to the other chamber. For this purpose both the fuel injector D and the air inlet valve 40 are operated by a lever 853 which in turn is rocked about its pivot axis by a pressure responsive actuator such as the piston and cylinder device 82. The lever 8G for each of the combustion chambers I0 and i2, is mounted on a longitudinally extending shaft 8 which as best seen in Figure 2, is supported at its ends by a pair of plates 85 one of which is suitably secured to the head 24 of each of the combustion chambers. The valve in is provided with a spring 88 biasing the valve towards its upper closed position. For this purpose the spring surrounds the sleeve 32 and at its upper end engages a spring seat 951 pinned or otherwise secured to the valve stem 42. The lever includes an enlarged end portion 92 which is internally threaded and receives an adjusting screw 94 having a rounded lower portion engageable with the upper free end of the valve stem 42. The screw 94 is retained in adjusted position by a locking nut 96.

The opposite end of the lever 80 is connected by a pin 98 to the upper end of a piston rod IE3 carrying at its lower end a piston I02 vertically movable in the cylinder Iti of the piston and cylinder device 532. The lower end of the cylinder IE4 is provided with a coupling Hit which connects the cylinder to a conduit I68. As best seen in Figure l, the conduit 508 connects the piston and cylinder device 82 of the combustion chamber !2 to the combustion chamber I0. In like manner, the piston and cylinder device associated with the combustion chamber I6 is con-- nected by a conduit i IE] to the combustion chamber [2.

To control the flow of air into the combustion chambers each of the heads 25 is provided with an air control valve plate H2. The plates II2, as best seen in Figure 2, are each provided with ports H4 shaped to conform generally to the openings provided in the upper surface of the heads 24 by the passages 26. The air control. valve plates H2 are recessed in grooves H8 formed in the upper surface of the heads 24 and are provided with central openings H3 engaging the central part 28 of the heads 26. The valve plates II2 are retained down against the upper surface of the head 24 by a washer I251: received beneath the lower end of the spring 88 so that the spring presses the plate II2 firmly against the upper surface of the head 24.

CPI

Means are provided for effecting vertical reciprocation of the plunger or piston 69 of the fuel injector 50. This means comprises a connecting rod I22 which is provided with a pivot connection I24 at its lower end with the piston Gil. The upper end of the connecting rod I22 carries a pivot pin I26 by which it is connected to a block I28 slidable in an elongated slot I30 provided in the lever 80. Means later to be described are provided for adjusting the block I28 longitudinal of the slot I30 and as will be readily apparent this changes the length of the stroke of the plunger or piston and hence provide means for controlling the amount of fuel injected into the combustion chamber upon each oscillation of the lever 80.

It is desirable to effect correlated changes in the amount of air supplied to the cylinder and the amount of fuel. Accordingly, a single manual control means is provided for effecting simultaneous adjustment of the block I28 in the slot 536 and rotation of the air control valve plate I I2. This means comprises a manual control lever I32 carried by a bracket I34. The lever I32 is mounted for rocking movement about a pivot support I36 and is connected by a link I35 to a lever I 59 which is secured to a control shaft M2 so that rocking of the lever Mil by the manual control I32 results in rocking the shaft 542. Secured directly to opposite sides of the lever hie are a pair of ball elements it and to each of these is connected a link i 26 as best seen in Figure 2, which at its other end is connected to a similar ball element I43 extending upwardly from the air control valve plate H2. The shaft hi2 also is provided with two downwardly extending injector control arms iEE'i each of which at its lower end is provided with an arcuate slot I52 which receives the projecting ends of the pivot pins I26 connecting the connecting rods !22 to the blocks I28.

Accordingly, as the operator moves the manual control lever I32, the lever I i-t is rocked about the axis of shaft 552, thus effecting simultaneous rotation of the air control valve plates II2. At the same time the shaft 52 is rotated and the two fuel injector control arms I50 are moved therewith effecting simultaneous correlated movement of the blocks 528 longitudinally of the elongated slots Kit. This last has the effect of changing the length of stroke of the plunger 8%) and the parts are proportioned and designed such that the air flow into the chamber is automaticaily correlated with the amount of fuel injected therein.

The operation of the pulsating type multiple chamber jet motor is probably apparent from the foregoing description of the device but will be briefly reviewed in the interest of clarity. In order to start the motor the ignition means are energized and one or the other of the levers 89 is depressed to the full extent thus opening air inlet valve 36 and compressing spring 88. At the same time the fuel injector plunger 60 is drawn upwardly thus drawing fuel into the cylinder 58 beneath the plunger 59. Thereafter, the operator releases the lever 89. The spring 83 rocks the lever in a counterclockwise direction as seen in Figure 4, thus closing the air inlet 45 and injecting a charge of fuel through the nozzle Q5 into the combustion chamber. Ignition of the fuel in the combustion chamber by the constantly effective ignition means produces a high pressure within the chamber. Products of combustion are expelled through the restricted jet nozzle or outlet with a high velocity and thus establishing the thrust. At the same time pressure from the combustion chamber first ignited by the foregoing is communicated to the piston and cylinder device 82 of the next chamber to operate. This pressure moves the piston Hi2 upwardly, rocking its lever 89 in a direction to compress the spring and open the air inlet valve and to operate the plunger of the fuel injector on a suction stroke. As soon as the pressure falls in the chamber first fired, the spring cs causes the lever to rock in the opposite direction thus moving the piston I02 downwardly in the chamber HM and at the same time operating the fuel injecting plunger on its feeding stroke.

In the case of a two chamber motor, as illustrated in the figures, the two chambers are charged and fired alternately, variations in pressure of one controlling and actually operating the fuel and air supply means of the other.

Inasmuch as the jet exhaust from each of the chambers is brought into a common jet exhaust nozzle or pipe 24), the how of products of combustion out of onehalf of the jet induces a flow through the other chamber when its air inlet valve it] is opened.

While a two chamber motor is illustrated it wil of course be apparent that if desired the same principle could be applied to a motor having three or more chambers which could be fired in sequence. Thus, in the event three chambers were provided, each would have a piston and cylinder control device connected to one of the other chambers so that firing of any one chamber will brin about firing of the chamber whose piston and cylinder control device is connected to the first chamber after the pressure has fallen in the chamber first fired. In Figure '7 such an arrangement is diagrammatically illustrated. In this figure three associated combustion chambers A, B, and C, are provided each having a discharge conduit connected to a single jet exhaust 2M. Each of the chambers has a fuel pump 58a connected to a fuel nozzle (not shown) by a conduit 65a. Each of the chambers includes an air inlet valve of the type previously described including a valve stem 62a adapted to be urged toward closed position by a spring of the type illustrated in Figure 3, and adapted to be forced toward open position by a lever Stla pivoted intermediate its ends by a pivot Sea. Suitable connection is provided between the lever 30a. and each of the fuel pumps 56a. A pressure responsive device such for example as a piston and cylinder indicated at 82a is connected to each of the chambers by a conduit idea. It will be observed in Figure '7 that the piston and cylinder actuating the fuel pump and air inlet valve of the chamber A is connected to the combustion chamber C. In like manner, the piston and cylinder actuating the fuel injector and air inlet valve of the chamber C is connected to the chamber B. The fuel pump and air inlet valve of chamber B are connected to the piston cylinder device connected to chamber A. Accordingly, when chamber A fires the air inlet valve of chamber B is opened, and when the pressure in chamber A falls, the air inlet valve of chamber B closes and fuel is injected therein. The resulting combustion of the charge in chamber B opens the air inlet valve of chamber C and as pressure falls in chamber B, the air inlet valve of chamber 0 closes and its fuel injector operates. Combustion of the charge in chamber C results in opening of the air inlet valve of chamber A, and as pressure falls in chamber B the air inlet valve of chamber A closes and its fuel injector operates. Accordingly, the three combustion chambers A, B, C will sequentially fire in the order A-B-C.

While the fuel injector plunger [it is illustrated as connected positively to the lever 88 for movement therewith, it will be appreciated that if desired suitable lost motion connections may be provided so that the feeding stroke of the plunger 69 may take place only during a predetermined portion of the return movement of the lever 80, thus timing the injection of fuel with respect to the closure of the air inlet valve 40.

In Figure 8 there is diagrammatically illustrated a suitable lost motion connection for the fuel pump. In this case the connecting rod [22a may be provided with an elongated slot I 23a which receives a pin lzc carried by the upper end of the piston rod title. In this case it will be observed that a lost motion is provided which will require substantial rocking movement of the lever 89 in either direction before the piston is moved. The provision of the lost motion connection of course shortens the stroke of the piston, but this can be compensated for by adjusting pin I26 to the proper position in the slot 23% (Figure 4).

If desired, each of the combustion chambers iii and 52 may be provided with suitable cooling means, such for example as radiating fins or water jackets, or the like. However, since this involves only conventional cooling principles, the cooling structure is not illustrated herein.

The present motor is particularly desirable in marine propulsion and is especially suitable for an outboard motor. Accordingly, in Figure 3 there is illustrated a bracket Hit by means of which the entire motor may be mounted on the stern of a boat and a clamping screw N32 is illustrated for cooperation therewith. A rudder of conventional construction may be supported by the jet exhaust pipe and the entire motor assembly may be rotatable in a bushing ifill, a tiller 466 being illustrated for effective steering thereby. The motor support Hi6 is provided with a pivot connection I68 to the bushing its so that the jet exhaust pipe and rudder may be elevated by tilting the motor as a unit.

In the illustrated embodiment of the invention the chambers are shown as vertically disposed. In this case of course it will be appreciated that the jet exhaust pipe is turned to occupy a gen erally horizontal plane so that its thrust will be horizontal with the motor mounted as shown in the figures. However, the motor need not be disposed with its chambers extending vertically and if desired, the chambers may be disposed so that products of combustion escape from the chambers and thence through the jet exhaust pipe in substantially straight line relationship.

The present motor is characterized particularly by its simplicity and efiiciency. The number of operating parts are kept to a minimum and the entire motor may be constructed of relatively light material so that its overall weight is substantially less than a conventional outboard motor of comparable power.

The drawings and the foregoing specification constitute a description of the improved jet motor in such full, clear, concise and exact terms as to enable any person skilled in the art to practice the invention, the scope of which is indicated by the appended claims.

What I claim as my invention is:

1. A motor of the character described comprise ing pair of combustion chambers, an air inlet valve for each chamber adjacent one end thereof, fuel ingnition means in each chamber, a restricted jet exhaust for each chamber connected to the opposite end thereof, means associated with each chamber directly responsive solely to increase of pressure in the other chamber to open its air inlet valve, and means associated with each chamber directly responsive solely to reduction of pressure in the other chamber to close its air inlet valve and actuate its fuel injection means.

2. A motor as defined in claim 1 in which the means for operating the air inlet valves and actuating the fuel injectors comprises a cylinder mounted adjacent each chamber, a conduit connecting each cylinder to the chamber remote therefrom, a piston in each cylinder, a lever connected to each piston, connections between each lever and the air inlet valve and fuel injection means of the adjacent chamber, and spring means urging said lever in one direction.

A motor as defined in claim 2 comprising means mounting said levers intermediate their ends adjacent said air inlet valves, first rigid members connecting one end of each of said levers to the adjacent piston, second rigid members connecting the other end of each of said levers to the adjacent air inlet valve, said valves being movable i wardly of said chambers in opening movement, and said spring means are compression springs surrounding said second rigid members and disposed to oppose opening movei cut of said valves.

l. A motor as defined in claim 2 in which said fuel injection means comprises plunger pumps, means connecting the plungers of said pumps to said levers, said last means including adjustable connection means on said levers to vary the stroke of said plungers.

5. A motor as defined in claim 2 comprising adjustable air control valves controlling the inflow of air past said inlet valves, and single control means for effecting correlated adjustments oi the stroke of said plungers, and the air inlet opening determined by said air control valves.

6. A motor as defined in claim 1 in which said ignition means comprises constantly effective ignition elements within said chambers.

7. In a motor of the character described, a combustion chamber, a head on said chamber having a central valve stem opening, a plurality of air inlet pass ges surrounding said central opening, and a valve seat at its inner side, all of said passages terminating at the inner side of said within valv seat, rotary air control valve moun ed on the outer side of said head nava C(JlltL- opening and a plurality of ports surrounding the opening to selectively control the flow of air through said passages, and an inlet valve in chamber cooperable with said valve seat, said inlet valve having an actuating stem extending outward through said valve stem opening.

Structure as defined in claim 7 comprising a fuel injector connected to said chamber, and me ns for sequentially operating said inlet valve and iniector.

9. Structure as defined in claim 8, said injector including a reciprocable element, and means in cluding a single manual control member for varying the stroke of said element and effecting a correlated rotary adjustment of said air control valve.

10. Structure as defined in claim 9 in which the meansfor sequentially operating said inlet valve and injector comprises a lever, pivot means mounting said lever for rocking movement about an axis spaced from and perpendicular to said valve stem, means connecting said valve stem and lever, and adjustable means connecting said reciprocable element to said lever.

11. Structure as defined in claim 10, said adjustable means comprising a slideway on said lever, and a rigid member connected at one end to said reciprocable element and having means at its other end adjustable along said slideway to vary the stroke of said reciprocable element.

12. In a motor of the character described, a combustion chamber having a relatively large air inlet opening, a valve seat in said chamber surrounding said opening, an air inlet valve in said chamber cooperable with said seat, means mounting said valve fol movement toward and away from said seat, an adjustable air control valve associated with said opening, an adjustable fuel injector opening into said chamber, single manual control means for effecting simultaneous adjustment of said air control valve and said fuel injector comprising a lever, a fixed support for said lever, actuating means connected to said lever for rocking said lever about the axis of said pivot support between fixed limiting positions, rigid means connecting said lever to said air inlet valve, said fuel injector including a reciprocable pumping element, a rigid member connecting said element to said lever, and an adjustable connection between said lever and said rigid member operable to shift the point of interconnection toward and away from the pivot axis of said pivot support to vary the stroke of said pumping element.

13. In a motor of the character described, a combustion chamber having relatively large air inlet opening, a valve seat in said chamber surrounding said opening, an air inlet valve in said chamber cooperable with said seat, means mounting said valve for movement toward and away from said seat, an adjustable air control valve associated with said opening, an adjustable fuel injector opening into said chamber, single manual control means for effecting simultaneous adjustment of said air control valve and said iuel injector comprising a lever, a fixed support for said lever, actuating means connected to said lever for rocking said lever about the aiiis of said pivot support between fixe limiting posi ens, rigid means connecting said lever to said air inlet valve, said fuel injector including a recip'ocable pumping element, lost motion mechanism connecting said element to said lever to provide a delayed movement of sai element in both directions with reference to rocking movement of said lever, an adjustable connection between said lever and said lost motion mechanism operable to shift the point of interconnection toward and away from the pivot axis of said fixed pivot support to vary the stroke of said pumping element.

l l. In an internal combustion engine having a plurality of combustion chambers, each combus tion chamber having a head. provided with a central boss apertured to form a sl eve, a plurality of passages extending through said head and surrounding said sleeve, said head having a valve seat at its inner side, all of said passa es terminating at the inner side of said head ir of said seat, an air inlet valve in s i a Ch near movable toward and away from said seat and ha ng a stem extending through 5 id sleeve, rotary air control valve on the outer surface of said head having a central opening in which said sleeve is received and a plurality of ports coopera-ble with said passages to control the amount of air admitted to said chamber when said air inlet valve is open.

15. Structure as defined in claim 14 comprising in addition an actuating device responsive to pressure developed by combustion within another of said chambers, a rocker arm connected to said device for actuation thereby and operatively connected to said valve stem, fuel injection means comprising a reciprocating pumping element operatively connected to said rocker arm, a spring surrounding said valve stem and supported at one end by said head, the opposite end of said spring being operatively connected to said valve stem, said air inlet valve being moved to open position by said device againnt the action of said spring, said spring being eifective to close said air inlet valve and to supply the power for actuating said pumping element on its injection stroke.

16. Structure as defined in claim 15 comprising manually operable means for adjusting the effective point of operative connection between said rocker arm and said pumping element toward and away from the axis of said rocker arm to vary the stroke of said element.

17. Structure as defined in claim 16 comprising means connecting said manually operable means and said air control valve to effect adjustment of said air control valve in accordance with changes in stroke of said reciprocating pumping element.

18. Structure as defined in claim 17 in which said engine comprises a fluid passage connecting said actuating device to the interior of another of said combustion chambers for actuation by pressures developed by combustion of a charge therein.

19. An internal combustion engine comprising a plurality of chambers, each chamber having an air inlet valve and a fuel injector, means responsive solely and directly to elevated pressure resulting from combustion of a charge in one of said chambers for opening the air inlet valve of another chamber, and means responsive to reduction of pressure in said one chamber for initiating closure of the air inlet valve and actuation of the fuel injector of said other chamber.

20. Structure as defined in claim '19, said last means comprising a spring operatively connected to each of said air inlet valves and the fuel injector of the associated chamber.

21. An internal combustion engine comprising a plurality of combustion chambers, each having an air inlet valve, fuel injector and spring mechanism associated therewith, said fuel injector comprising a pumping element movable in suction and pressure strokes, said spring mechanism operatively connected to the associated air valve and pumping element to urge said valve toward closed position and to move said pumping element in its pressure stroke, pressure actuated means responsive to elevated pressure in one of said chambers for controlling charging of another of said chambers by opening its air valve and moving its pumping element on its suction stroke and thereby energizing its spring mechanism, said spring mechanism being operable upon reduction of pressure in said one chamber to close its associated air valve and move its associated pumping element on its pressure stroke.

22. An internal combustion engine comprising a pair of combustion chambers, each chamber having an air inlet valve and a fuel injector, means responsive solely and directly to elevated pressure resulting from combustion of a charge in either of said chambers to open the air inlet valve of the other chamber, and means responsive to reduction of pressure in said first identified chamber for initiating closure of the air inlet valve and actuation of the fuel injector of said other chamber.

23. Structure as defined in claim 22 in which said last means comprises a spring operatively connected to the air inlet valve and the fuel injector of each of said chambers.

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